Train-stopping mechanism.



J.F.WEBB,Jm TRAIN STOPPING MECHANISM.

APPLICATION FILED JULY 25, 1912.

1,11,768., I Patented June 30,19m

3 SHEETSSHEET 1 W! T/VESSES:

j INVENTOR @7eanjf 741255, 77:

J. P. WEBB, JR. TRAIN STOPPING MECHANISM. APPLICATION FILED JULY 25, 1912.v

LWL'MBO Patented June 30, 1914,

3 SHEETSSHEET 2.

, A a? a Y WITNESS E8: J I 77l/V0R7r I, ean a e u 0% By 7 ATTORNEYS- J. F. WEBB, JR. TRAIN STOPPING MECHANISM.

APPLICATION FILED JULY 25, 1912. 1 1 3 5 Patented June 30, 1914.

3 SHEETS-SHEET 3.

' I I l' l/VI/E/VTOR .Tean 1 771235, J5:

coLumnlA PLANOGRAPH co.. WASHINGTON, D. c.

ran s'ra'rns ra'rnnr ornron JEAN 1i. WEBB, JR., NEW YORK, N. Y., ASSIGNOR TO THE INTERNATIONAL SIGNAL C0,, INCORPORATED, OF NEW YORK, N. Y.

TRAIN-STOPPING MEGHANISM.

memes.

Specification of Letters Patent.

Patented June 30, 1914.

Application filed July 2 5, 1912. Serial No. 711,527.

T 0 all whom it may concern Be it known that I, JEAN 1 l/VEBB, Jr.,

residing at New York, in the county of New York and State of New York, have in vented certain new and useful Improvements in Train-Stopping Mechanism, of which the following is a specification.

My invention relates to the art of auto the train carried part of the apparatus, and

to that end, the invention primarily resides in providing a turnstile device for operating to release and close an air valve that is conncctible to the train pipe of the air brake system, the wheel of the turnstile device being operated by engagement with the track device.

In its more detailed nature, the invention includes a cam shaft which. carries a star wheel, and has a brake surface with which a brake cooperates to restrain the turning movement of the wheel and shaft and limit the turning movement to a step-by-step motion thereby alternately releasing and closing the air valve.

In its more specific form, the invention includes those novel details of construction,

combination and arrangement of parts, all of which will be first fully described, then specifically pointed out in the appended claims, and illustrated in the accompanying drawings, in which Figure 1, is a central vertical longitudinal sect-ion, taken substantially on the line 1 1 of Fig. 3, the parts being shown in elevation. 2, is a cross section on the line 22 of Fig. 1. Fig. 3, is a cross section on the line of Fig. 1. F 1, is a side elevation of the bul'l erbeam of a locomotive with the invention attached, parts being drawn on a reduced. scale. Fig. 5, is a detail elevation of a modification of the invention hereinafter specifically referred. to. Fig. 6, is a side elevation of the parts shown in Fig. 5, the wheel and casing being shown in section.

in the drawings, in which like letters and numerals of reference indicate like parts in.

all of the figures, 1 represents the supporting housing which is provided with bearings 2 and 3 for the shaft which is composed of the parts 4 and S, and the intermediate corrugated sections 5 and cam 6. The end of the shaft portion 1 projects through the bearing 3 and carries the wheel 25 which, in one form of the invention, is keyed at 26 to the shaft to turn it in either direction, while in the other form of the invention (shown in Figs. 5 and 6), the wheel 25 isv loose on the shaft 41-, for a purpose hereinafter explained. The wave-like or corrugated portion 5 of the shaft forms the brake drum with which the brake shoes 12 engage. The cam 6 has a multiplicity of alternate elevations and depressions, while the corrugated portion 5 has preferably twice the number of corrugations as the cam 6 has elevated portions.

In order to assemble the parts and to insert the shaft. within the housing 1, the section 8 is made detachable, by reason of the screw end 9 that threads into the tapped socket 7 of the cam 6 into which it is keyed by the key 10 that is retained by the cotter 11.

The shaft contacting faces of the brake shoes 12 are corrugated as at 13 to receive the corrugations of the part 5 of the shaft,

as bestindicated in Fig. 2 ofthe drawings,

tain the shoes 12 in contact with the corrugated section 5 of the shaft, and to continuously exert a force tending to hold the shoes in contact with the same, coil springs 17 are provided on the bolts 16 to engage the projections 14: and the walls of the casing 1, as best shown in Figs. 1 and 2 of the drawings.

In order to lubricate the brake surfaces, an oil or grease cup 18 is provided having a duct 19 to drop the lubricant into the opening formed'by the beveled portions 20 of the upper projections 1 1.

21 is the air valve which may be of any approved type and it is supported in the casing 1 so that the stem 22 of the valve will engage the cam 6 and when either of the elevated. portions of the cam 6 come into alinement with the stem 22 it will hold the valve closed and thereby cut off the flow of air from the pipe 23 to the pipe 24:, it being understood that the pipe 28, in practice, is connected to the train pipe of the air brake system while the pipe 24- serves as an exhaust pipe and may or not be connected to a whistle, or other similar signal, as is common practice in the art.

The housing 1 is closed by a bottom plate 84lthatmay be held in place by screw bolts 35.

- The wheel 25 is preferably of the star form and it is provided with one spoke for each corrugation of the corrugated section 5 of the shaft, or twice the number of spokes as the number of elevations of the cam 6, the reason for which will appear later. The

wheel 25 is adapted to be turned one step ata time by coming into contact with a track stop 31, the construction of which track stop may be of any approved type, preferably, however, that disclosed 1n my copending application Serial No. 625,522,

filed May (3th, 1911.

The train carried device which forms the subject matter of this invention may be employed either with what is known as the single track stop system or the duplex track stop system the latter being the preferable system with I which to employ the invention and according to that stem two track stoos are arovided one of J7 7 which is held in its engaging position, and

the other is moved to or from its engaging position under control, the object being that when the train carried apparatus comes into contact with the first or permanent stop, the air-valve will be opened and when 1t comes into contact with the controlled stop (if such stop he in its contacting position) the air valve will then be closed. In this application, ll make no claim to the use of the invention with any particular track stop and the invention is of sufficiently broad application for employment with any type of track stop having an arm or member that will engage the spokes of the wheel.

In order to take up wear and shock as well as to deaden the shock of impact, the wheel 25 may be provided with shoes 27 se into the metal of the wheel, as best shown in rigs. land 3 of the drawings, the shoes being formed of fiber, raw-hide, or other suitable material.

In order to protect the wheel 25 and allow only one spoke at a time to project, the wheel is covered by a housing 32 that is suitablysecured to the casing 1 and is open at its bottom, as indicated in Figs. 1 and 3.

In the application of the invention, the device is attached preferably to the buffer beam 29 of the locomotive, the attachment being made in any suitable way, as for example, by bracket 28 and bolts 30, it being understood that the parts are so positioned that the housing 32 will clear the track fixture 31 while permitting a spoke of the' such wheel will be turned one spoke to bring a depression of the cam 6 beneath the stem 22 and thereby allow the air pressure in the pipe to open the valve and escape through the pipe 24: to reduce the pressure in the train pipe, and thereby effect the setting of the brakes. If the duplex track stop system be employed, the two stops are set sufficiently close together so that in the event that thetrain is to pass without setting the brakes, immediately after the valve has been opened by the wheel 25 engaging the permanent stop (which is usually placed in advance of the controlled stop) the next 'jl spoke of the wheel will engage the controlled stop if it be set into the path of the wheel and thereupon movethe wheel and cam another turn to bring the next elevation under the valve stem 22 and thereupon immediately close the air valve 21, the acts of opening and closing being so close upon one another that the pressure in the train pipe is not sufliciently reduced to set the brakes. trolled stop is not set to its safety position then the air valve will remain open when the wheel 25 passes its position and the On the other hand, if the conair pressure in tlietrain pipe will be reduced sufficiently to set the brakes.

hen the invention is used with the single track stop system, after the valve has been opened. by the track stop and the brakes set, the engineer can get out of the cab and turn the wheel'by hand one additional turn to again close the air valve.

While I have shown and described the turnstile device as having a cam wlth three elevations and depressions and a corrugated brake drum of six elevations and depressions, with a six-pointed wheel to correspond, nevertheless I desire it understood that while such is the preferable construction the number of elevations and depressions of the cam, and consequently the corrugations and wheel spokes, may be varied as found desirable and to meet conditions that may be met within practice.

When it is desired to employ the invention in a manner that the shaft will turn uni-directionally while the wheel will be free to turn in either direction, the shaft end 4 may be provided with a ratchet 36 keyed to it at 37, the wheel 25 having a pawl 40 pivoted at 41 and pressed by a spring 42 that is secured at 4:3 to the wheel whereby as the wheel 25 turns in one direction the shaft 4 will be carried with it while the wheel 25 may be turned in the opposite direction, without affecting the position of the shaft. This arrangement is particularly adaptable for freight trains that have to back into sidings so that the air brakes will not be set in backing into the siding. I also prefer to provide the ratchet 36 with a hole 38 and the wheel 25 with a hole 39, so that by bringing the holes into register and inserting a pin or bolt (not shown) the ratchet 36 and wheel 25 may be rigidly secured together so that this form of the device (the form shown in Figs. 5 and G) will then operate precisely as does the form shown in the preceding figures.

The dot and dash lines of Fig. 2 illustrate the movements of the parts in turning from one position to another. As shown in dot and dash lines in Fig. 2, the parts are in the act of turning from the released position into the valve closing position shown in full lines in Fig. 2, the turning movement being in a clockwise direction in that figure.

From the foregoing description, taken in connection with the accompanying drawings, it is thought the complete construction, operation and advantages of my invention will be readily understood by those skilled in the art to which it appertains.

What I claim is:

1. In a valve operating mechanism for train stopping devices and the like, a support, a shaft having journals mounted in said support, rods projecting through said support, brake shoes slidably mounted on said rods, said shaft having a brake drum coiiperative with said brake shoes, means continuously tending to press said shoes against said drum, and means whereby said shaft may be turned.

2. In a valve operating mechanism for train stopping devices and the like, a support, a shaft having journals mounted in said support, rods projecting through said support, brake shoes slidably mounted on said rods, said shaft having a brake ,drum cooperative with said brake shoes, means continuously tending to press said shoes against said drum, means whereby said shaft may be turned, and means carried by said shaft in virtue of which power may be transmitted from said shaft to the valve to be operated upon.

3. In a valve operating mechanism for train stopping devices and the like, a support, a shaft having journals mounted in said support, rods projecting through said support, brake shoes slidably mounted on said rods, said shaft having a brake drum cooperative with said brake shoes, means continuously tending to press said shoes against said drum, means whereby said shaft may be turned, said brake drum including means for limiting the normal movement of said shaft to a step by step motion.

4. In an apparatus of the class described, a casing, a device carried by said casing and including a shaft having journals mounted in hearings in said casing, rods projecting through said casing, brake shoes slidably mounted on said rods, said shaft having a brake drum coiiperative with said brake shoes, means mounted on said shaft by which said shaft may be turned against the resistance of said brake, and means for feeding. lubricant between said brake shoes and said drum.

5. In an apparatus of the class described, a casing, a device carried by said casing and including a shaft having journals mounted in hearings in said casing, rods projecting through said casing, brake shoes slidably mounted on said rods, said shaft having a brake drum coiiperative with said brake shoes, means mounted on said shaft by which said shaft may be turned against the resistance of said brake, and means for feeding lubricant between said brake shoes and said drum, said brake shoes and said brake drum including means for limiting the normal movement of said shaft to a step by step motion.

6. In a mechanism of the character described, a shaft composed of a main section having a ournal end and an enlarged brake surface, and a second section composed of a journal end and a portion threaded into said first section, means for securing said sections rigidly together, brake shoes bodily moved in a rectilinear direction toward and from said brake surface, means for continuously tending to move said shoes toward said brake surface, and means in virtue of 'which said shaft may be turned against the resistance of said brake shoes.

7. In a mechanism of the character described, a shaft composed of a main section having a journal end and an enlarged brake surface, and a second section composed of a journal end and a portion threaded into said first section, means for securing said sections rigidly together, brake shoes bodily moved in a rectilinear direction toward and from said brake surface, means for continuously tending to move said shoes toward said brake surface, means in virtue of which said shaft may be turned against the resistance of said brake shoes, and means for feeding lubricant between said brake shoes to said brake surface.

JEAN F. WEBB, JR.

Witnesses:

JEAN F. WEBB, Sn, J OHN U. MUn'rrrA.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents, Washington, I). G." 

